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' I BSheets Sheet 1. G; F. W. REBLE. 1

Railway and Locomotive. No. 197,945. Patented Dec. H, 1877 bgdow-neys N.PETERS. PHOTO LXTHOGRAPHER. WASHINGTON, D. C.

3 Sheets-Sheet 2.

G. F. W. REBLE'. Roilwoy and Locomotive.

0 l97 9 'g I Patented EEg'yFIJTISYY a. 1'. 7r. 176mg;

M Q a 3 Sheets-Sheet 3. G. F. W. REBLE. Railway and Locomotive.

No. 197,945. Patented Dec; 11,1877.

Wflnesses: Mega-Z01":

N.PETERS, PHOTO-LITHUGRAPHER. WASNIHGTON. n. C,

friction as possible on the rails.

PAT

'G-usri v F, w. nnietn, on Moscow, RUSSIA.

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J Specificationfomfing part of ll etters Patent 1%. lfi7f9l5, datedDecember 11, 1877; application'filed Septeniberfi, 1877.

To all whom lit mag "concern:

Beit knownthat I, Gns'rav-Farennron WILLIAM REBLE, of Moscow, Russia,have invented certain new and useful Improvements in Railways; and Idohereby declare the 'following to be a full, clear, and exact description of the same, reference being had *to the this specification, Lin

Figure 1 represents a railway and locomd accompanying drawings, forminga part' of tive containing my invention. Fig. is aplan from running='off the track.

Many defects exist in the means ordinarily employed to moverailwaytrains. A common defect is the slipping of the driving-wheelsof thelocomotive when steam is turned' on "to start the train which isstanding still. The fiiction of the driving-wheels upon the rails is notusually sufficient to prevent this slipping, as the train slowlygetsintomotion, the amount of which depends upon the grade and the weight of thetrain. Efforts have been made to obviate this difficulty by increasingthe weight of the locomotive, by coupling several-three, or evenfourpair of drivingwheels together, to augment the points of friction,all of which increase the wear'of the rails and drivingwheels.

Another defect consists in the use of the same rails for thedriving-wheels and the car wheels. To attain the best results, theselatter should run as smoothly and with as little If the latter and thecar-wheels are made smooth, there will be less friction of thedriving-wheels upon said rails, and, consequently, greater difficulty inmoving the train. But if, on the other hand, the rails be roughened, thefriction of the driving-wheels will be greater, but the car-wheels willbe retarded, and with them the train.

Another defect consists in the use of flanges here to the rails andretard the train, instead of allowingthem to move freely. fEDhis defectis noticed as soon as the car is put in motion and turns to the right orleft, "a curve being seldom passed without an'audible squeaking.

in'g lt-heseand other defects, consisting of sep arate rails withproperly-roughened surfaces, upon which the driving-wheels run infrictional contact; main rails, with surfaces of proper smoothness, uponwhich the carwheels from running-off the main rails, as will behereinafterfully described an-dclearly claimed.

Iii-Figures 1 and 2 are shown parts of a locomotive resting upon rails,the inner parts of said locomotive not being shown or referred to, sincethey are too well known to constructers =to irequire illustration ordescription.

.A-are separate rails with properly-roughened -surfaces for thedriving-wheels, located between the main :smooth rails '13, upon whichthe ear-wheels G, having axles G, :run. D are driving-wheels of thelocomotive, having broad treads resting upon the rails A. The enginesthat drive these wheels do not lie outside of them, but are in themiddle of the 10- -com'otive,with.theirbase-platesrestingagainst eachother, to develop their full power. One pair of these wheels runs beforeand the other pair behind the engines. If desired, they may run in oneline, and the engines be placed side by'side. If desired, the treads ofthese wheels may be covered with india-rubber, vulcanized, to augment their frictional contact.

In Figs. 1, 2, and 3, the treads of the driving-wheels are representedas horizontal or flat. If, however, it is found desirable, they may bemade with angular surfaces, the separate rails A being made tocorrespond, one form of which is shown in Fig. 5.

The car-wheels G are provided with flat treads running upon the mainrails B, and serve in the locomotive to relieve any unnecessary pressureof the driving-wheels upon the rails A through springs. The locomotiveis alsoprovided with guide-rollers E, which prevent the wheels 0 fromrunning off the track, as'will be fully hereinafter described.

upon the car-wheels, which produce a great many frictionalsurfaces,causing them to ad-' My invention consists in means forobviatrun; and devices :for preventing said wheels By employing thecar-wheels O, with flat treads, with the main rails B and. rollers E,the friction is reduced, and the cars may be moved with less power, aswill now be explained.

As illustrated-in Fig. 7, there is no surface of friction, but only twopoints on each rail, (marked a. and b.) The point of friction, b, isbetween the rollers E, placed in a horizontal position, and the rails B,the inclined rollingsurfaces of said rollers bearing against the inso tospeak, the cars upon the main rails, and

prevents, no matter what the radius of the curve may be or the speed ofthe locomotive and cars, the latter from running off the rails.

A modification of this part of my invention is shown in Fig. 8, in whichthe rollers E are used without friction-rollers, and their peripheriesmade to partially conform to the sides of the rails B. This form ofconstruction is simpler and cheaper than the other, and performs thesame function as the other.

The guiding-rollers have no duty to perform as long as the car isrunning exactly midway of the track, as they may then be allowed to rollfree from the rails; but as soon as the car gets out of the middle ofthe track and turns to the right or to the left the guiding-rollers willcome into action at once. They will then roll on the inner side of therail toward which the car has turned until the latter has resumed itsformer position. As long as the track is straight the pressure on theserollers will be but temporary, and even then comparatively light. Assoon as the track curves they exhibit their full merit.

Fig. 9 shows the same car running over two different curves, Nos. 1 and2. On both of them the guiding-rollers E have to undergo the pressuretoward and from the center of the curve. These rollers, as shown inFigs. 7 and 8, bear upon the neck of therail just below the head of thesame, and thus prevent the wheels 0 from running oil the track under anycircumstances. Nothing but the power of the locomotive is necessary topullthe cars around the curve. as to cause a car with wheels made uponthe old plan to run off the track, while a'car provided with myinvention takes this curve with entire safety, the proper power beingused.

The advantages accruing from my invention are, longer durability of bothrails and wheels, greater velocity, easier rolling, more comfortabletraveling, and entire security from running off the track.

N 0 great difficulty will arise from altering the switches and crossingsto adapt them to my invention.

What I claim as new is-- 1. The driving-wheels D D and car-wheels O O,in combination with separate and main rails A A B B, substantially asdescribed.

. 2. The drivingwheels and car-wheels, in combination with separate andmain rails and guiding-rollers, substantially as described.

3. The car-wheels, in combination with the guidin g-rollers seated uponfriction-rollers, and having guide-plates and inclined rolling-surfaces,and the main rails, substantially as described. 1

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

GUSTAV FRIEDRICH WILLIAM REBLE.

Witnesses:

W. P. METCHERSKY, C. B. NEDEDETZ.

The radius of the curve N o. 2 is such I

